In the past year, the cooling of China’s luxury car market has been felt even more strongly than the statistics suggest. Porsche China’s management publicly stated that it needs to reassess network size and investment pace — essentially a response to shifting market capacity. The pie is no longer expanding, yet the rules of distribution are changing.
同样处在这股变化中的，还有德系豪华三强——宝马集团、梅赛德斯-奔驰集团 和 奥迪。2025年数据显示，三家在华销量已连续两年下滑，合计同比减少约26万辆，整体降幅超过12%。#宝马集团#梅赛德斯#奔驰集团
The same shift is affecting Germany’s traditional luxury trio — BMW Group, Mercedes-Benz Group, and Audi. Data from 2025 shows their China sales have declined for two consecutive years, with a combined drop of roughly 260,000 units, representing a decrease of more than 12%.
曾经稳居豪华车市场核心位置的阵营，如今面临新能源转型与本土品牌冲击的双重压力。燃油时代的护城河正在被重塑。#新能源#本土品牌
Once firmly at the center of the luxury segment, these brands are now facing dual pressure from electrification and rising domestic competitors. The moat built during the combustion-engine era is being reshaped.
从“最快地表”到“电车增重”
六年前，布加迪 Chiron Super Sport 300+ 在德国创造了接近490公里/小时的速度纪录。为了突破300英里时速门槛，这台车采用1600马力W16发动机，全碳纤维车身，极致轻量化，整备质量控制在约2吨以内。#马力
Six years ago, the Bugatti Chiron Super Sport 300+ set a near-490 km/h speed record in Germany. To break the 300 mph barrier, it used a 1,600-horsepower W16 engine, a full carbon-fiber body, and extreme weight-saving measures, keeping curb weight around two tons.
而几年后，中国品牌在德国跑出更高时速时，车重却接近2.5吨。这种反差揭示了一个趋势——在电动化时代，汽车正变得越来越重。#中国品牌
Years later, when a Chinese performance EV achieved an even higher top speed in Germany, its weight approached 2.5 tons. The contrast highlights a broader trend — in the electric era, cars are becoming significantly heavier.
续航焦虑与电池重量的博弈
问题的核心并不复杂。消费者要更长续航，而电池能量密度提升速度有限。燃油车加满60升油即可实现500公里以上续航，而电动车往往需要背负400至600公斤电池才能达到相似水平。
The core issue is straightforward. Consumers demand longer range, yet battery energy density improves slowly. A gasoline vehicle can exceed 500 km with a 60-liter tank, while an EV may need to carry 400–600 kg of batteries to match that distance.
在行业主流水平下，电池容量每增加10kWh，重量通常增加约60公斤。欧洲研究显示，车辆每增重100公斤，百公里电耗平均上升约0.6度电。这意味着电池越堆越多，用来“搬运自己”的能量也越多，边际收益逐渐递减。
At mainstream industry levels, every additional 10 kWh of battery capacity typically adds about 60 kg. European studies indicate that every 100 kg increase in vehicle weight raises energy consumption by roughly 0.6 kWh per 100 km. This means the more batteries added, the more energy is spent carrying the battery itself, leading to diminishing returns.
在极端情况下，为了理论上多100公里续航所增加的电池重量，实际行驶中可能只能换来50公里甚至更少。
In extreme cases, adding enough battery for a theoretical 100 km increase may yield only 50 km — or even less — in real-world driving.
配置堆叠，推动体重失控
重量问题不仅来自电池。中国市场对“大而全”的偏好，也让新能源车不断增配。压缩机冰箱、大屏娱乐系统、按摩座椅、主动悬架等配置逐渐下沉至30万元级车型。
The weight issue isn’t only about batteries. Chinese consumers’ preference for “bigger and fully equipped” vehicles has led to feature stacking. Compressor refrigerators, oversized infotainment screens, massage seats, and active suspensions are now common even in mid-range EVs.
结果是，单车配置往往增加上百公斤。尺寸更大、配置更满，新能源车正逐渐从交通工具转变为“移动客厅”。
As a result, additional features alone can add over 100 kg. With growing dimensions and equipment lists, EVs are evolving from transportation tools into “mobile living rooms.”
重量真的等于安全吗？
不少消费者仍然相信“车越重越安全”。这种观念源于早期汽车工业经验，但在现代工程体系下并不完全成立。
Many consumers still believe “heavier means safer.” This perception stems from early automotive experience, but it does not fully hold true in modern engineering.
根据动能公式 E=½mv²，质量越大，碰撞时动能越高。如果撞击的是刚性物体，额外重量反而可能加剧破坏。同时，更重的车需要更长制动距离，也会增加悬架负担，影响操控稳定性。
According to the kinetic energy formula E=½mv², greater mass means greater impact energy. When colliding with rigid objects, extra weight can increase damage. Heavier vehicles also require longer braking distances and place more strain on suspension systems, affecting handling stability.
现代安全更多依赖车身结构设计、高强度材料和溃缩吸能区，而不是单纯堆砌重量。
Modern safety relies more on structural engineering, high-strength materials, and crumple zones than on sheer mass.
成本与环保的隐性账
从全生命周期看，更重的电动车意味着更高电耗、更快轮胎和刹车磨损、更高保险费用，以及更大的资源消耗。
From a lifecycle perspective, heavier EVs bring higher energy consumption, faster tire and brake wear, increased insurance costs, and greater material usage.
生产一套满足400公里续航的电池包，往往需要额外数百公斤原材料。车辆越重，道路维护和社会整体成本也随之提高。
Producing a battery pack for a 400 km range often requires hundreds of kilograms of additional raw materials. Heavier vehicles also contribute to greater road wear and broader societal costs.
轻量化的“不可能三角”
车企面临的，是成本、重量、配置之间的平衡难题。要低成本、小吨位、高配置三者兼得，几乎不可能。
Automakers face a balancing act among cost, weight, and equipment level. Achieving low cost, low weight, and high configuration simultaneously is nearly impossible.
部分企业通过一体化压铸、800V或900V高压架构、集成热管理系统等方式挤出重量空间。但这需要跨部门协作与强有力的战略执行。
Some manufacturers attempt weight reduction through integrated die-casting, 800V or 900V architectures, and highly integrated thermal management systems. Such efforts require strong cross-department coordination and decisive leadership.
政策信号已给出方向
新发布的电动车能耗限值标准，将百公里电耗上限控制在更严格区间，并引入与车重高度相关的计算公式。信号已经非常明确：未来欢迎高性能，但不鼓励无节制增重。
Newly introduced EV energy consumption standards impose stricter limits and incorporate formulas closely tied to vehicle weight. The direction is clear: high performance is welcome, but unchecked weight growth is not.
在新能源竞争下半场，轻量化或许将成为真正的分水岭。
In the next phase of EV competition, lightweight engineering may become the real dividing line.
往期精选
深圳出狠招：14nm车规芯片必须国产，新能源车要长“中国脑”
新汽车“神仙打架”：问界M8、理想、比亚迪、小鹏集体换代,2026买车
谁在买新能源？一份报告揭秘中国电动车的“下沉战争”与“城市密码”
零下40°C，中国长安汽车在牙克石“杀疯了”！——2026全球炼车季
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